Automatic railroad-switch.



No. 808,827. PATENTED afArzrmz 1905. J. M. FAULK.

AUTOMATIC RAILROAD SWITCH.

IIIIIIIIIIIIIIIII 11.21, 1905.

PATENTED JAN. 2

J. M. PAULK.

AUTOMATIC RAILROAD SWITCH.

APPLICATION FILED MAR.21, 1905.

2 SHEETSSHBET 2.

Zluvewtoz UNITED STATES PATENT OFFICE.

JAMES MILAN FAULK, OF ST. JOHN, KANSAS, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, OF ONE-SIXTH TO WILLIAM FRAZEE, OF ST. JOHN, KANSAS, AND ONE-SIXTH TO D. J. SMITH, OF CUREVO, TERRI- TORY OF NEW MEXICO.

AUTOMATIC RAILROAD-SWITCH- Specification of Letters Patent.

Patented Jan. 2, 1:106.

Application filed March 21, 1905. Serial No. 251,266-

To all whom it may concern:

Be it known that I, JAMES MILAN FAULK, a citizen of the United States, residing at St. John, in the county of Stafford and State of Kansas, have invented certain new and useful Improvements in Automatic Railroad- Switches, of which the following is a specification.

This invention relates to that type of railway-switches embodying switch mechanism operable by suitable means carried by the rolling-stock as it passes over the track at which the switch mechanism is located.

The invention involves, primarily, a peculiar construction of switch-actuating device designed particularly to facilitate the throwing of the switch automatically and embodying suitable means for permitting operation of the switch by hand should the latter be necessary under any conditions of service.

For a full description of the invention and the merits thereof and also to acquire a knowledge of the details of construction of the means for efiecting the result reference is to be had to the following description and accompanying drawings.

While the invention may be adapted to different forms and conditions by changes in the structureand minor details without departing from the spirit or essential features thereof, still the preferred embodiment is shown in the accompanying drawings, in which Figure 1 is a perspective view showing the preferred embodiment of the invention. Fig. 2 is a plan view bringing out clearly the arrangement of the switch mechanism and adjacent operating devices. Fig. 3 is a transverse sectional view taken on the line X X of Fig. 2. Fig. 4 is a transverse sectional view taken on the line Y Y of Fig. 2. Fig. 5 is a detail perspective view of one of the cylinders. Fig. 6 is a detail perspective view of the automatically-operated switch-bar.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

Specifically describing the construction of the mechanism which comprises the invention, the main rails of a track are denoted 1 in the drawings, the switch-rails being indicated at 2. The switch-rails are arranged in the customary manner, and the switch-points 3 are operated by means of an automatically-operated switch-bar 4 and a hand-operated switchbar 5. The bar 5 is connected near the ends thereof with the opposite switch-points 8, and a hand-lever 6 is arranged adjacent one end of the switch-bar 5 and is adapted for pivotal movement in order to actuate the switchpoints to either open or close the switch. An end portion of the bar 5 projects some distance laterally from one of the rails of the track, so that the lever 6 may be arranged in a convenient position at one side of the track. Disposed in parallel relation to the track and at that side upon which the lever 6 is disposed are located spaced plates 7, which are preferably secured to adjacent cross-ties of the road-bed, as indicated clearly in the drawings. The lever 6 is adapted to operate between the plates 7, and the adjacent sides of these plates are cut away and form a curved space therebetween. The space between the plates 7 constitutes virtually a cam-slot 8, so that when the lever 6 is raised and lowered said lever will operate lengthwise of the space or slot 8, the curved nature of this slot affording a cam-action which will force the lever laterally when it is raised, and thereby im part lateral movement to the switch-bar 5 and the switch-points 3.

The means for automatically operating the switch comprises, essentially, a shaft 9, arranged longitudinally of the track between the rails, (though, if preferred, this shaft may be located at one side of the track in the contemplation of the invention,) said shaft being provided between its ends with an eccentric disk or wheel 10, which is received in a seat 11, disposed at a point between the ends of the switch-bar 4. The seat 11, which receives the eccentric member 10, may be formed in any suitable manner and is preferably made by deflecting the bar 4 between the ends. An attaching-plate 12 is secured to the upper side of the bar 4 and spans the seat 11 so as to prevent displacement of the eccentric disk 10 in a manner clearly apparent. mounted at its ends and at suitable intervals in its length in bearings or boxings which may be carried by the cross-ties or otherwise mounted as deemed most desirable and advantageous.

The shaft 9 is The means for actuating the shaft 9 in order to rotate the eccentric member 10 and impart movement automatically to the switchpoints 3, through the switch-bar 4, consists, preferably, of cylinders 13, provided longitudinally thereof with spirals 14 in the form of grooves or slots, the spirals 14 extending from one extremity of each cylinder to the other. The cylinders 13 are directly attached to the shaft 9, so that when the cylinders are rotated similar movement will be imparted to the shaft to effect actuation of the switch-points. The rolling-stock which passes over the rails will be provided with a shoe or like element adapted to engage the spiral 14 of each cylinder 13 and moving the entire length of said cylinder cause the same to be revolved to operate the shaft 9. The shoe carried by the rollingstock may be a bar or like element, and it is preferred that the same be provided with rollers-suitably arranged, so that when the shoe engages the spirals 14 the friction will be reduced to a minimum. Since the mechanism for operating the switch from the rolling-stock the proper working of the invention, the shaft 9 may be housed or otherwise protected throughout its length. However, this is not deemed necessary, and it is therefore preferred to thus protect only the cylinders 13, these parts being those which may be most susceptible to the influence of the elements. For

this reason each cylinder 13 is provided with a casing or housing composed of three parts preferably. The housings for the cylinders 13 consist of a lower semicircular section 16 and upper curved sections 17. The section 16 is arranged beneath the cylinder 13, the sections 17 being hinged or pivotally secured to the main section 16 and housing the upper portion of the cylinder 13, adjacent which they are disposed. The housings for the cylinders 13 may be somewhat longer than the cylinders, and the sections 17 are movable toward and from one another, said sections being normally in contact at their upper edges, so as to prevent entrance of snow, dirt, or like foreign matter into the space in which the cylinders 13 operate. The sections 17 of each housing are adapted to move apart, and the shoe of the rolling-stock engages the cylinder 13, and for this purpose the parts 17 are provided at the ends with flaring extensions 18 of a structure similar to the extensions 15,

mentioned with reference to the cylinders 13. The flaring divergent relation of the extensions 18 need not be so great as that of the extensions 15, since the sections 17 of the housings are not adapted for more than a limited movement and cannot be thrown out of the normal position under ordinary working conditions. The separating movement of the sections 17 is limited by means of shoulders or projections 19, three of which are preferably provided for each of the parts 17. The shoulders or projections 19 extend outwardly from the lower portion of each section 17, and when the housing-sections 17 are separated by engagement of the actuating-shoe of the rolling-stock the shoulders 19 engage ad-' jacent ties of the road-bed and limit the outward movement of the housing parts in a manner which will be clearly seen. The weight of the sections 17 is suificient to cause these sections to automatically close or come'together after the actuating-shoe of a train has passed through the spiral 14 of the adjacent cylinder 13.

When not being used, the hand-lever6 is disposed in ahorizontal position or at the limit of its downward movement, and to prevent tampering with the switch by unauthorized persons suitable means are provided for locking this lever. It will be noted that when the lever 6 is locked it is necessary that this lever have a certain amount of movement laterally to permit the switch-bar 5 to move as the switch-points 3 are being actuated automatically by the switch-bar 4. The switchbar 4 is therefore provided near its outer-end adjacent the slot or space 8 with a projection 20 in the form of a U-shaped staple member, which passes through the lever 6 when the latter is turned down and out of use. The lever is thus interlocked with the switch-bar 4 and is adapted for lateral movement as the switch is actuated by the'automatic operating mechanism, the detail construction having been clearly pointed hereinbefore. A padlock or similar lock device may be used in order to positively lock the leyer 6 to the switch-bar 4.

A semaphore or switch-stand may be used in connection with the mechanism above set forth, a device of the first-mentioned type being illustrated in connection with the said mechanism. The semaphore comprises an upright or post 21, to the upper end of which is pivoted a movable signal-arm 22. The arm 22 is preferably composed of spaced members, between which is arranged a cam 23. The upward movement of the arm 22 is limited by means of a plate or ledge 24, which projects rearwardly or outwardly from the upper extremity of the post 21, so as to be engaged by spaced rear extensions 25, forming parts of the spaced members of the arm 22. The semaphore is actuated by the switch mechanism, and for this purpose the outer end of the switch-bar 5 is connected with a lever 26, pivoted at a point between its ends, as shown at 27, to the post 21. An actuating-bar 28 is also pivoted between its ends, as indicated at 29, to the post 21 and said bar is formed at its upper end with a head 30, adapted to engage the cam 23 of the arm 22. The lever 26 has a slidable connection with the bar 28, said bar having apin 31 projecting therefrom and operating in the slot 32, arranged lengthwise of the lever 26. The semaphore-post 21 is preferably provided vertically thereof with a slot or recess 33, in which the members 26 and 28 operate, as shown clearly in the drawings.

The operation of the invention is clear and need not be specifically described. The spirals 14 of the cylinders 13 extend in opposite directions, and since these cylinders are located some distance upon opposite sides of the switch the rolling-stock will throw the switch in one direction as it approaches the same by actuation of the nearer cylinder and will restore the switch-points to their original position as the said rolling-stock travels away from the switch by actuation of the farther cylinder, which reverses the movement of the shaft 9. As the switch-points are moved the switch-bar 5, which is preferably connected with the lever 26, will actuate the semaphore in an obvious manner.

Having thus decribed the invention, what is claimed as new is 1. In a railway-switch, the combination of an automatically-operated switchbar, a manually-operated switch-bar, means for actuating the manually-operated switch-bar independent of the automatically-operated switchbar, and means for locking, the manually-operated switch-bar-actuating means to the automatically-operated switch-bar for movement therewith.

2. In a railway-switch, the combination of an operating-shaft, a switch-bar operably connected. therewith, cylinders mounted upon the operating-shaft, housings for the cylinders embodying movable sections normally closed together, and means for limiting the separating movement of the sections aforesaid.

3. In a railway-switch, the combination of an automatically-operated switch-bar, a handoperated switch-bar, an operating-lever for the hand-operated switch-bar, and means for interlocking the said lever and the automatically-operated switch-bar.

4:. In a railway-switch, the combination of an automatically-operated switch-bar, a handoperated switch-bar, an operating-lever for the hand-operated switch-bar, and a member projected from the automatically-operated switch-bar and adapted to interlock with the lever aforesaid.

In testimony whereof I aflix my signature in presence of two witnesses.

JAMES MILAN FAULK.

Witnesses:

P. L. MOWILLIAMS, KATIE HARRIS. 

